CN111923922B - Auxiliary device for ending road shoulder running of motor vehicle - Google Patents

Auxiliary device for ending road shoulder running of motor vehicle Download PDF

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Publication number
CN111923922B
CN111923922B CN202010396001.8A CN202010396001A CN111923922B CN 111923922 B CN111923922 B CN 111923922B CN 202010396001 A CN202010396001 A CN 202010396001A CN 111923922 B CN111923922 B CN 111923922B
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Prior art keywords
intensity
driver
motor vehicle
driver reaction
road shoulder
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CN202010396001.8A
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CN111923922A (en
Inventor
A.巴特尔斯
T.科尔姆斯
T.克林格曼
R.克林斯
A.萨克帕尔
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Volkswagen AG
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Volkswagen AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/10—Path keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17557—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for lane departure prevention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1764—Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo or light sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B60W2420/408—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/53—Road markings, e.g. lane marker or crosswalk
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B60W2710/182—Brake pressure, e.g. of fluid or between pad and disc

Abstract

In a method for ending a road shoulder travel of a motor vehicle (1), it is detected by means of a detection unit (6) of the motor vehicle (1) that the wheels of the motor vehicle (1) are located on the road shoulder (4). A driver response is detected by means of a sensor unit (7) of the motor vehicle (1) and is classified into one of at least two intensity classes by means of a computing unit (8) of the motor vehicle (1). If the driver reaction falls into a first of the at least two intensity types, an intervention for vehicle control is carried out by means of the control unit (9) of the motor vehicle (1) in opposition to the driver reaction, and if the driver reaction falls into a second of the at least two intensity types, an intervention for vehicle control supporting the driver reaction is carried out by means of the control unit (9) of the motor vehicle (1).

Description

Auxiliary device for ending road shoulder running of motor vehicle
Technical Field
The invention relates to a method for ending a road shoulder travel of a motor vehicle, a corresponding system and a computer program.
Background
When the motor vehicle is traveling over a road shoulder, that is to say at least one wheel of the motor vehicle is located on the road shoulder on the side of the lane and at least one opposing wheel is located on the lane, a μ -Split-position can occur. Here μ represents the coefficient of friction between each wheel and the corresponding ground. For example, the left-hand wheel of the motor vehicle is located on a roadway with a higher coefficient of friction, such as a cement or asphalt road, and the right-hand wheel of the motor vehicle is located on a road shoulder with a lower coefficient of friction, such as a grass, gravel or sand road. When the driver of the motor vehicle recognizes this and tries to turn the vehicle back onto the lane, it may happen that the driver excessively exercises steering control, braking control or acceleration control, and as a result the motor vehicle loses control or further intentionally runs in the direction of the opposite lane side. Thereby possibly causing serious accidents.
Known driver assistance systems, such as ESC systems, cannot prevent slippage or excessive control of the vehicle in any situation, especially when the driver shows a very strong reaction. The optical driver assistance systems based on cameras or the like also do not recognize lane markings or lane edges in all conditions, so that it is also not possible to reliably prevent accidents due to road shoulder travel.
Document EP 1 350 707 A2 describes a device for lateral guidance assistance in a motor vehicle. The actual value of the vehicle is compared with the setpoint value with respect to the boundary of the driving lane. Based on the comparison result, a command for generating a steering torque assisting the driver in steering the driver is issued. In particular, the auxiliary device should prevent an active intervention of the driver in the vehicle control or an excessive adverse or excessive reaction by way of an opposite effect on the lateral guidance system. The lateral guidance system is thus suitable for the vigorous control of the driver.
Disclosure of Invention
Against this background, the object of the present invention is to provide an improved solution for ending a road shoulder travel of a motor vehicle, by means of which road shoulder travel can be reliably, quickly and safely ended.
The object is achieved according to the invention by a method and a system for ending a road shoulder travel of a motor vehicle and a computer program.
The improved solution is based on the inventive idea that the driver's response to shoulder traffic is classified according to its intensity and that intervention of the vehicle control against or supporting the driver's response is carried out according to which intensity type the driver's response can fall into.
According to a first aspect of the improved solution, a method for ending a shoulder drive of a motor vehicle is provided. In this case, it is detected by means of a detection unit of the motor vehicle that the wheels of the motor vehicle are located on the road shoulders. The driver response, in particular the driver response to an existing road shoulder travel, is detected by means of a sensor unit of the motor vehicle, and is classified into one of at least two intensity classes by means of a computing unit of the motor vehicle. If the driver reaction falls into a first intensity type of the at least two intensity types, an intervention, in particular an automatic or fully automatic intervention, of the vehicle control, which is opposite to the driver reaction, is carried out by means of the control unit of the motor vehicle. If the driver reaction falls into a second intensity type of the at least two intensity types, an intervention, in particular an automatic or fully automatic intervention, of the vehicle control supporting the driver reaction is carried out by means of the control unit of the motor vehicle.
The method for ending the road shoulder driving is to be understood as meaning, in particular, a method for assisting the driver when ending the road shoulder driving.
The intervention in the vehicle control may in particular comprise an intervention in the steering of the motor vehicle, i.e. an intervention in the steering control and/or in the braking system of the motor vehicle, which is to say an intervention in which braking, in particular single-wheel braking, is carried out in particular automatically or fully automatically, by means of the control unit.
The road shoulder of the motor vehicle is understood here and below to mean that at least one wheel of the motor vehicle is located on or in the road shoulder when the motor vehicle is driving, while at least one further wheel of the motor vehicle, in particular a further wheel located on the opposite side of the motor vehicle from the above-mentioned wheel, is not located on the road shoulder, but in particular on the roadway. In motor vehicles with four wheels, in particular, for example, the right-hand wheel or the left-hand wheel is located on the road shoulder while all other wheels are located on the road shoulder, or two right-hand wheels or two left-hand wheels are located on the road shoulder while the remaining two wheels are located on the road shoulder, respectively.
A roadway is understood here and below to be a fixed area, i.e. in particular a fixed street, such as an asphalt street, a cement street or a stone pavement, which is intended for normal motor vehicle travel.
A road shoulder is understood here and below to mean a non-fixed area beside a roadway, in particular beside a roadway side. The shoulders may, for example, have a grass layer, a gravel lawn, or other non-fixed coating. The surface properties of the shoulders differ in particular from the surface properties of the lanes.
The individual friction coefficients of the wheels of the motor vehicle on the roadway and on the road shoulder are in particular different. The coefficient of friction on the roadway is particularly higher than on the road shoulder. A so-called mu-split situation occurs correspondingly during shoulder travel.
The detection unit may comprise, for example, a camera system and/or a system for detecting the movement of the wheels of the motor vehicle. The detection unit may also comprise a system for detecting wheel state values, such as vehicle acceleration, yaw rate, wheel rotational speed, or a sensor system for identifying characteristics of the lane surface. The detection unit can thus, in particular together with the calculation unit, calculate a characteristic value for the probability that at least one wheel of the motor vehicle is on a road shoulder. For this purpose, for example, a temporal profile of the wheel rotational speed of the motor vehicle, a temporal profile of the wheel slip, a temporal profile of the lateral acceleration, a temporal profile of the longitudinal acceleration and/or the vertical acceleration, a temporal profile of the yaw rate of the motor vehicle, a temporal profile of the spring compression stroke of one or more wheels of the motor vehicle or a temporal profile of the acceleration of one or more shock absorbers of the motor vehicle, in particular of the wheel shock absorbers, can be determined.
When the detection unit has an optical system, an optical sensor system, for example a camera system or an optical radar system, or a radar system, it is thereby possible, for example, to monitor the surroundings of the motor vehicle and to identify lane markings, lane edges or other infrastructure markings within the surroundings of the motor vehicle, and based thereon to determine the position of the motor vehicle laterally with respect to the lane or lane boundary. With this position, the presence of shoulder traffic can also be detected.
The driver response may in particular comprise manual steering, manual braking or manual actuation of a drive element or a driving pedal for accelerating the motor vehicle or for driving the driving pedal of the motor vehicle.
The driver reaction is classified in particular into one of at least two intensity classes, by determining the intensity or a characteristic value of the intensity of the driver reaction and classifying into one of the two intensity classes on the basis of the intensity or the characteristic value.
The intensity of the driver reaction may for example depend on the steering intensity of the steering control of the driver or the braking intensity of the braking control of the driver and/or the intensity with which the driver pedal is operated by the driver. The steering strength may depend, for example, on a steering angle value of the steering operation, a steering angle acceleration at the time of the steering operation, and/or a steering angle speed. The brake strength may depend, for example, on a brake pedal travel during a braking maneuver, a brake pedal speed during a braking maneuver, and/or a brake pressure during a braking maneuver.
Intervention in the control of the vehicle, as opposed to the driver reaction, has in particular an opposite effect to the effect of the driver reaction. The opposite intervention in particular reduces the effect of the driver's reaction. The opposite intervention in particular reduces the movement of the motor vehicle in the direction of the road shoulder or in the direction of the traffic lane. Such an intervention contrary to the driver's reaction may be referred to as a stabilization measure, in particular.
The intervention of the vehicle control to support the driver reaction has in particular the same effect as the effect of the driver reaction, in particular the effect of enhancing the driver reaction. The intervention supported in particular causes the motor vehicle to move in the direction of the lane or enhances the movement of the motor vehicle in the direction of the lane. Such intervention may be referred to as agility measures, among other things.
The intervention of the control of the vehicle by means of the control unit may comprise one or more actions, for example one or more steering actions, i.e. an intervention in the steering device or the steering system of the motor vehicle, and/or one or more braking actions, i.e. an intervention in the braking system of the motor vehicle.
The step of detecting that the wheel is located on the road shoulder, the step of detecting the driver's reaction, the step of classifying the driver's reaction into one of at least two intensity levels, and the step of carrying out an intervention on the vehicle control opposite to the driver's reaction or an intervention on the vehicle control supporting the driver's reaction may be repeated, for example, until it is detected by means of the detection unit that the road shoulder is at the end of its travel, in particular that the wheel of the vehicle is no longer located on the road shoulder.
According to the method for ending road shoulder travel according to the improved technical scheme, automatic correction of different actions or intervention on vehicle control can be implemented according to driver response. This is advantageous after all because of the presence of mu separation. Especially when the driver recognizes that there is shoulder driving, the driver may be over-reacted due to excessive steering and/or braking as a reaction of the driver. In the case of such a driver reaction, for example, corresponding to the first intensity type, an opposite intervention of the vehicle control can be carried out by the control unit in order to reduce the excessive reaction of the driver. If, however, the driver reacts moderately or to a lesser extent, it is expedient to make the driver agile by supporting interventions for vehicle control, i.e. to enhance the driver reaction in dependence on the second intensity type. Both cases are covered in the method according to the improved solution and each end the road shoulder travel as quickly, safely and reliably as possible.
In particular, the risk of excessive reaction of the driver, in particular excessive handling of the motor vehicle or slipping of the motor vehicle, can be reduced by the improved solution. In contrast, the road shoulder travel can be terminated particularly quickly and reliably according to the improved solution when the driver makes a moderate response.
According to at least one embodiment of the method for ending road shoulder travel according to the improved embodiment, the intensity of the driver reaction is determined by means of a computing unit and the driver reaction is classified into one of at least two intensity classes depending on the determined intensity.
According to at least one embodiment, the driver reaction is classified into a first intensity type when the intensity of the driver reaction is within a first intensity range and into a second intensity type when the driver reaction is within a second intensity range, wherein the first intensity range has a greater intensity value than the second intensity range.
According to at least one embodiment, no intervention in the vehicle control is carried out by means of the control unit if the driver reaction falls into a third intensity type of the at least two intensity types.
If the intensity of the driver reaction is in a third intensity range of intensity values that is smaller than the second intensity range, the driver reaction may be classified as a third intensity type, for example.
If the driver does not react, in particular does not attempt to shift the motor vehicle out of the road shoulder, the intensity of the driver reaction may lie, for example, in a third intensity range.
In this case, no automatic intervention into the vehicle control is carried out, which may be surprising to the driver, thereby providing safety.
According to at least one embodiment, an alarm signal is emitted by means of the control unit if the driver response falls into a third intensity category. By means of the warning signal, the driver can be alerted, for example, to the presence of a shoulder drive, whereby measures for exiting the shoulder are taken.
According to at least one embodiment, if the driver reaction falls within a first intensity class, a single-wheel braking intervention for the wheels located on the road shoulder is carried out by means of the control unit as an intervention opposite to the driver reaction.
By means of a single wheel braking intervention on the wheels on the road shoulder, the shifting behaviour with respect to the manual steering action of the driver is reduced. The lateral force potential of the wheels on the shoulders can also be reduced. The abrupt lateral force change caused by the separation of the friction coefficient when the wheels on the road shoulder are returned to the lane can thereby be alleviated. Finally, for example, the offset moment or abrupt lateral acceleration, which occurs when the wheels on the road shoulder reach the lane, is reduced. As a result, the motor vehicle can be better controlled and unstable driving conditions can be avoided.
According to at least one embodiment, if the driver reaction falls within a first intensity class, a steering intervention in the direction of the road shoulder is automatically carried out by means of the control unit as an intervention opposite to the driver reaction.
Excessive control of the motor vehicle by the driver is reduced, moderated or avoided by steering interventions in the direction of the road shoulder.
According to at least one embodiment, if the driver reaction falls within a second intensity class, a single-wheel braking intervention for a further wheel of the motor vehicle is automatically carried out by means of the control unit, wherein the further wheel is not located on a road shoulder in order to carry out an intervention supporting the driver reaction.
In particular, this relates to a single-wheel braking intervention in cornering. Thereby, the shifting behavior in terms of the turning reaction of the driver is improved, and the possible excessive reaction of the driver has been suppressed in advance.
According to at least one embodiment, if the driver response falls within a second intensity class, a steering intervention in the direction away from the road shoulder is carried out as an intervention supporting the driver response by means of the control unit.
This makes it possible to terminate the road shoulder travel particularly quickly.
According to at least one embodiment, at least one intensity parameter of the driver reaction is determined by means of the computing unit. The driver response is classified into one of at least two intensity classes by means of a computing unit as a function of at least one intensity parameter.
According to at least one embodiment, the steering strength of the steering operation of the driver and/or the braking strength of the braking operation of the driver and/or the acceleration strength of the intentional acceleration operation of the driver is determined by means of a computing unit in order to determine the strength parameter.
For determining the steering strength, for example, the value of the steering angle and/or the steering angle can be determined within a predetermined period of time. For determining the brake strength, for example, a brake pressure, a brake pedal travel, a brake pedal speed and/or a brake pedal acceleration, in particular over a predetermined period of time, can be determined.
In order to determine the acceleration strength, in particular the strength of the intended acceleration, for example, a travel pedal travel, a travel pedal pressure, a travel pedal acceleration and/or a travel pedal speed can be determined.
According to a further independent aspect of the improved solution, a system for ending a road shoulder travel of a motor vehicle is provided, wherein the system comprises a detection unit, which is provided for detecting that a wheel of the motor vehicle is located on the road shoulder. The system also has a sensor unit arranged to detect a driver reaction; and a calculation unit arranged to categorize the driver reaction into one of at least two intensity types. The system further has a control unit configured to perform an intervention on the vehicle control that is opposite to the driver reaction if the driver reaction falls into a first of at least two intensity types. The control unit is further configured to implement an intervention in the vehicle control supporting the driver reaction if the driver reaction falls into a second intensity type of the at least two intensity types.
Further embodiments of the system for ending a road shoulder ride come directly from different designs and embodiments of the method for ending a road shoulder ride according to the improved solution, and vice versa. The system for ending road shoulder travel according to the improved embodiment is designed or programmed in particular to carry out the method for ending road shoulder travel according to the improved embodiment or to carry out the method according to the improved embodiment.
According to a further independent aspect of the improved technical solution, a computer program with instructions is provided which, when executed by a system for ending a road shoulder ride according to the improved technical solution, in particular by a computing unit of the system, causes the system to execute a method for ending a road shoulder ride according to the improved technical solution.
According to a further independent aspect of the improved technical solution, a computer-readable storage medium is provided, on which a computer program according to the improved technical solution is stored.
According to a further independent aspect of the improved technical solution, a motor vehicle is provided, which comprises a system for ending road shoulder travel according to the improved technical solution and/or a computer-readable storage medium according to the improved technical solution.
The invention also includes a technical improvement of the method according to the invention, as already described in connection with the system according to the invention. The corresponding further development of the method according to the invention is thus not described again if necessary.
The invention also includes a combination of technical features of the described embodiments.
Drawings
The following describes embodiments of the present invention. In the drawings:
fig. 1 shows a schematic illustration of a motor vehicle with an exemplary embodiment of a system according to the improved technical solution;
fig. 2 shows a flow chart of an exemplary embodiment of a method according to the improved technical solution.
The examples set forth below relate to preferred embodiments of the invention. In the exemplary embodiments, the components of the embodiments each represent a separate, independent feature of the invention, which can also be used independently of one another and can also be used as a component of the invention, alone or in a different combination from that shown. Furthermore, the described embodiments can be supplemented by other features of the invention described above.
In the figures functionally identical elements are provided with the same reference numerals, respectively.
Detailed Description
Fig. 1 shows a motor vehicle 1, which contains a system 5 for ending a shoulder drive according to a modified embodiment.
The motor vehicle 1 is located on the left side of fig. 1 on a lane 2, which lane 2 is delimited, for example, on the right side of the motor vehicle 1 by a road shoulder 4. In the central image of fig. 1, the right wheel of the motor vehicle 1 is located on the road shoulder, while the left wheel of the motor vehicle 1 is always on the lane 2, so that there is road shoulder travel. As shown below the right-hand image of fig. 1, the motor vehicle 1, according to a modified embodiment, resumes driving completely on the lane 2 after the method for ending road shoulder driving has been implemented. Above the right-hand image of fig. 1, a further motor vehicle 3 is shown, which further motor vehicle 3 travels on the lane 2 in a direction opposite to the travel direction of the motor vehicle 1. If an excessive reaction occurs in the driver of the motor vehicle 1, in particular when driving without the method or system according to the improved solution, it is possible for the motor vehicle 1 to enter the opposite lane and collide with a further motor vehicle 3, as indicated by the dashed line.
The system 5 for ending a road shoulder ride comprises a detection unit 6, a sensor unit 7, a calculation unit 8 and a control unit 9. Alternatively, the system 5 may comprise a computer-readable storage medium 22 in which a computer program according to the improved solution can be stored and which can be executed by means of the computing unit 8 in order to implement the method according to the improved solution.
The function of the system 5 is further elucidated in connection with fig. 2.
Fig. 2 shows a flow chart of an exemplary embodiment of a method for ending a road shoulder drive according to a modified embodiment, which can be implemented, for example, by a system 5 of a motor vehicle 1 as shown in fig. 1.
If the motor vehicle 1 is traveling on the road shoulder 4 with left or right wheels, as shown in the center of fig. 1, the system 5 can implement a multistage method in order to assist the driver when the motor vehicle 1 is returning from the road shoulder 4, in particular for avoiding a critical state of the motor vehicle.
The system 5 can assist the driver in this case, in particular during the transfer from the road shoulder 4, by intervention of the vehicle control of the motor vehicle 1. The manner of intervention depends in particular on the manner of the driver reaction, in particular the intensity of the driver reaction. If the driver is over-reacted, for example due to a very strong steering action and/or braking action plus a strong steering action, the system 5 may stabilize the vehicle characteristics by intervention opposite the driver reaction. If the driver does not respond excessively, but rather, for example, moderately performs a steering action and/or a braking action, wherein an unstable vehicle response does not occur, an intervention supporting the driver's response, i.e. an intervention with agile control of the vehicle, can be performed by means of the system 5.
In step 10 of the method, it is possible to detect, for example, with the aid of the detection unit 6, whether a wheel of the motor vehicle 1 is located on the road shoulder 4. In step 11 it is determined whether the detection unit 6 recognizes that there is a shoulder drive. If no shoulder driving is present, the method continues by step 21 and the normal driving of the motor vehicle 1 is continued without further action of the system 5.
As shown in the center of fig. 1, if there is a road shoulder driving, the response of the driver, i.e. the driver response, is detected by means of the sensor unit 7 in step 12 of the method. In step 13 of the method, it can be detected, for example, by means of a computing unit, in particular on the basis of one or more output signals of the sensor unit 7, whether a driver has taken a measure in order to withdraw the motor vehicle 1 from the road shoulder 4.
If the driver in particular takes manual steering control, it is detected in step 14 whether there is an excessive reaction of the driver or the intensity of the driver reaction is too high. If, for example, a strong manual steering or a strong braking operation of the driver can be detected together with the steering operation, the driver reaction is classified as a first intensity level. In step 15 of the method, a single-wheel braking intervention is accordingly performed, for example automatically by the control unit 9, on at least one wheel located on the road shoulder 4, in order to reduce the yaw behavior in terms of the steering effort of the driver. The lateral force potential of the tire on the road shoulder is thereby reduced by the braking force and lateral force jump is thereby reduced. Reducing yaw moment or yaw acceleration abrupt change when reaching a fixed lane. However, the motor vehicle 1 remains controllable and unstable driving characteristics can be avoided. Alternatively or additionally, a steering intervention to steer toward the road shoulder 4 may also be automatically performed by the control unit 9 in step 15. For this purpose, the control unit 9 can set a steering torque or a steering angle, for example, for the steering system of the motor vehicle 1. If a rotational movement or a steering torque perceptible to the driver is not desired, a steer-by-wire system may alternatively be used, which enables the wheels to be steered without a steering wheel moving. Advantageously, the steering is continued without further braking intervention on the system 5, for example during a shoulder drive during an ABS intervention. Thereby avoiding potential collision situations with ABS systems. The stabilization measures taken in step 15 continue in step 18, for example, until the motor vehicle 1 leaves the road shoulder 4. For example, in step 19 it is checked whether the motor vehicle 1 has left the road shoulder 4. Steps 18 and 19 may be repeatedly performed. If the motor vehicle 1 leaves the road shoulder 4, the stabilization is ended in step 20 and normal driving is continued in step 21.
If it is determined in step 14 that the driver is not overreacted, i.e. the driver in particular takes appropriate steering and/or braking maneuvers, the driver reaction is classified as a second intensity level. Accordingly, in step 16, a single-wheel braking intervention of the steering of the wheels of motor vehicle 1 located on lane 2 is carried out, for example automatically by control unit 9, in order to support the driver's reaction. This improves the deflection behavior in terms of the steering manoeuvres of the driver, which can be helpful for exiting the road shoulder 4. In particular, this has already reacted in advance to a possible overreaction of the driver, which may occur as a result of an undesired reduction in the deflection behavior caused by the coefficient of friction separation. Alternatively or additionally, the return from the road shoulder 4 to the lane 2 is effected by steering interventions towards the lane 2. For this purpose, the steering torque or the steering angle can also be set again for the steering system of the motor vehicle 1. Steering-by-wire systems may also be used herein. The agile measure implemented in step 16 continues in step 18 until the motor vehicle 1 leaves the road shoulder 4, and in steps 18 and 19 it is repeatedly detected whether the motor vehicle 1 leaves the road shoulder 4. If it is determined in step 19, in particular by means of the detection unit 6, that the motor vehicle 1 has left the road shoulder 4, the agile measure is ended in step 20 and the normal travel of the motor vehicle 1 is continued in step 21.
If it is determined in step 13 that the driver has not taken the measure for leaving the road shoulder 4, i.e. has not performed in particular or has performed only a very slight steering maneuver, the driver reaction falls into a third intensity level. Accordingly, in step 17, an alarm signal is output to the driver, for example by means of the computing unit 8 or the control unit 9. Thereby alerting the driver that he is driving on the road shoulder 4. For warning the driver, for example, an acoustic warning signal, an optical warning signal, a warning signal, for example in the form of an optical signal or a message, or a tactile warning signal, for example in the form of a steering wheel vibration or a steering torque, can be used in order to give the driver appropriate feedback. Combinations of these alert signals may also be used.
The warning may be multi-level depending on the driver's reaction, respectively. In this case, different alarm signal intensities or different alarm signal types are used in different alarm levels. The warning is continued until the motor vehicle 1 leaves the road shoulder 4, in which step 19 it is determined by means of the detection unit 6 whether the motor vehicle 1 leaves the road shoulder 4. If the motor vehicle 1 leaves the road shoulder 4, the warning is terminated in step 20 and normal driving is continued in step 21.
The described multi-level strategy for stabilization, agility and warning assists the driver in the event of a departure from the roadway, returning from the road shoulder until normal driving is continued. According to an improved embodiment, the wheel-selective braking intervention can be provided, for example, with a suppression of other functions, for example, of other driver assistance systems. If the driver applies a strong brake at the same time, for example, when leaving a road shoulder, the brake can be applied, for example, on all four wheels of the motor vehicle. In order to stabilize or agile the motor vehicle, it may be necessary in this case to reduce the braking action on the wheels inside the curve or on the wheels outside the curve. If an emergency braking situation occurs during a curve and a collision, for example, cannot be avoided, the braking intervention can be stopped for stabilization or agility in order to leave the road shoulder so that the emergency braking is not inhibited.
The escape of vehicles from a lane into an unfixed side space can be the cause of a number of serious accidents in road traffic. Such emergency driving situations may be more severe, in particular due to the strong and/or rapid action of the driver on steering and/or braking when attempting to return the vehicle to the lane. If the vehicle passes over the wheels on the vehicle side onto a shoulder beside the roadway and the driver of the motor vehicle tries to return the vehicle onto the lane, the front wheels first travel from the shoulder onto the lane. The front wheel is thus subjected to abrupt changes in the friction values during the transition from the road shoulder to the stationary lane, which lead to abrupt changes in the lateral forces and thus to abrupt changes in the yaw moment. If the front and rear wheels experience a transition from the road shoulder to a fixed lane at the same time, abrupt lateral acceleration changes may occur. In both cases, the vehicle experiences a higher lateral acceleration. If the driver turns strongly in this case and if necessary also brakes at the same time, the front axle of the motor vehicle is further loaded and the rear axle is unloaded, which may further exacerbate the effect of the abrupt yaw moment.
Such undesired driving states of the motor vehicle and the consequent high slip angle may, for example, lead to the vehicle not returning to the original lane as stably as desired by the driver, but rather being further deliberately turned inwards and overcontrolled and entering the overtaking lane or into the opposite traffic, or into the opposite road gutters. Such runaway may lead to serious accidents. By means of the method and the system for ending road shoulder travel according to the improved embodiments, the described accidents can be avoided.
List of reference numerals
1. Motor vehicle
2. Lane
3. Motor vehicle
4. Road shoulder
5. System and method for controlling a system
6. Detection unit
7. Sensor unit
8. Calculation unit
9. Control unit
10-21 method steps
22. Storage medium

Claims (9)

1. A method for ending a shoulder drive of a motor vehicle (1), characterized in that,
-identifying, by means of a detection unit (6) of the motor vehicle (1), that the wheels of the motor vehicle (1) are located on the road shoulder (4); and is also provided with
-detecting a driver reaction by means of a sensor unit (7) of the motor vehicle (1);
-classifying the driver reaction into one of at least two intensity types by means of a computing unit (8) of the motor vehicle (1);
-if the driver reaction is attributed to a first intensity type of at least two intensity types, performing an intervention on vehicle control by means of a control unit (9) of the motor vehicle (1) opposite to the driver reaction; and is also provided with
-if the driver reaction is attributed to a second intensity type of at least two intensity types, implementing an intervention for vehicle control supporting the driver reaction by means of a control unit (9) of the motor vehicle (1), wherein at least one intensity parameter of the driver reaction is determined by means of the calculation unit (8); and classifying the driver reaction according to at least one intensity parameter into one of at least two intensity types, and determining the braking intensity of the driver's braking maneuver and/or the acceleration intensity of the driver's intentional acceleration maneuver by means of a computing unit in order to determine the intensity parameter.
2. Method according to claim 1, characterized in that if the driver reaction is of a third intensity type of at least two intensity types, no intervention in the vehicle control is carried out by means of the control unit (9).
3. Method according to claim 2, characterized in that an alarm signal is issued by means of the control unit (9) if the driver reaction is of a third intensity type.
4. A method according to one of claims 1 to 3, characterized in that if the driver reaction is of the first intensity type, a single-wheel braking action of the wheels located on the road shoulder (4) is implemented by means of the control unit (9) as an intervention opposite to the driver reaction.
5. A method according to one of claims 1 to 3, characterized in that if the driver reaction is of a first intensity type, a steering action in the direction of the road shoulder (4) is effected by means of the control unit (9) as an intervention opposite to the driver reaction.
6. A method according to one of claims 1 to 3, characterized in that, if the driver reaction is of the second intensity type, a single-wheel braking action on a further wheel of the motor vehicle (1) not located on the road shoulder (4) is carried out by means of the control unit (9) as an intervention supporting the driver reaction.
7. A method according to one of claims 1 to 3, characterized in that if the driver reaction is of the second intensity type, a steering action in a direction away from the road shoulder (4) is implemented by means of the control unit (9) as an intervention supporting the driver reaction.
8. A system for ending road shoulder travel of a motor vehicle (1), characterized in that the system (5) comprises
-a detection unit (6) arranged to identify that a wheel of the motor vehicle (1) is located on a road shoulder (4); and
-a sensor unit (7) arranged for detecting a driver reaction;
-a calculation unit (8) arranged for classifying the driver reaction into one of at least two intensity types;
-a control unit (9) arranged to,
-if the driver reaction is attributed to a first intensity type of at least two intensity types, performing an intervention on vehicle control opposite to the driver reaction; and is also provided with
-if the driver reaction is attributed to a second intensity type of at least two intensity types, performing an intervention for vehicle control supporting the driver reaction, wherein at least one intensity parameter of the driver reaction is determined by means of the calculation unit (8); and classifying the driver reaction according to at least one intensity parameter into one of at least two intensity types, and determining the braking intensity of the driver's braking maneuver and/or the acceleration intensity of the driver's intentional acceleration maneuver by means of a computing unit in order to determine the intensity parameter.
9. Computer device comprising a memory, a computing unit (8) of the system according to claim 8 and a computer program stored on the memory and capable of running on the computing unit (8) of the system, characterized in that the computing unit (8) implements the method according to one of claims 1 to 7 when executing the program.
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